Pakistan 724

Computer Based Interlocking (CBI) Auto Block.

CBI system is Computer-based interlocking system which detects signalling objects and controls wayside
objects via an Object controller system (OCS) and control block operation through interlocking to
interlocking (ITI) to CBI stations and relay interface to Non-CBI stations.

Onboard system receives the data from track using pick-up coil and electrical map ID from Balise.

 CBI controls wayside objects via OCS while block operation through interlocking to interlocking
 Onboard system calculate speed in real time by pick up coil (speed sensor) and electrical map id

 Local control console (LCC) is connected to CIS via Ethernet cable

 fiber optic network is used to connect adjacent stations and block equipment
 The network topology is ring structure to increase reliability


Interflo 200 consist of following components

 Traffic control system (Control console)

 Central Interlocking System (CIS)
 CBI Transmission and Network System
 OCS950 System
 CAB signalling System
 Wayside Objects
 Power supply

Auto block system has been used in 724 (Track circuit)

Absolute block has been used in rehab (Axel counter)

Excel counter

Traffic control system (Control console)

Traffic control system or Local control console is EBIScreen which provide the layout of wayside objects
and handle the operators command. LCC is connected to CIS via Ethernet network.

 Display track layout

 Handle commands and rout setting
 Mange operator rights
 Perform event logging & alarm handling
Central Interlocking System (CIS)

CIS performs interlocking function, receive and evaluate commands from operator via LCC send orders
to OCS, receive status information from OCS and send indication to LCC.

Ruggedized Vital Platform Unit (VPU_R) is used in this project which is fully electronic and computer
based system which perform interlocking function with high calculation capacity. VPU_R consist of
redundant of two VCS_R (Ruggedized Vital computer system) installed with same interlocking site
software (ILS).

 Same Interlocking site software is installed on both VCS

 Communication between CIS & OCS is carried out using Ethernet switches & TCP/IP protocol



OCS950 System

OCS control and monitors the states of wayside objects of both fail safe and non-fail safe nature. OCS is
connected to CIS via Ethernet cable. It receive and execute the order from CIS, monitor objects status
and send status information back to CIS.

OCS consist of mainly Communication controller unit (CCU) and Object controller (OC). CCU controls
communication between IPU and OCs. OCs receive order from CIS via CCU and execute them and also
monitor the wayside objects and send status back to CIS.
Track Circuit

 The 25 Hz phase sensitive track circuit is adopted in station to detect train occupation.
 AC track circuit with 25Hz frequency has been used for yard operation
 Coded track circuit XPW-2000A used for block operation

Cab Signalling

 The locomotive information and the line data are pre-stored in the onboard computer; the
onboard equipment will measure and calculate the train speed through the speed sensors in
real time, verify the absolute train position through the wayside Balise, and finally calculate the
safe braking curve by calling the pre-stored line database to supervise the safe running of the
train.
 The BTM system receives the fixed messages from the wayside Passive Balise through the Balise
antenna and transmitted to the LKJ system.
  The objective of correspondence is to ensure that the controls and indications of the Local
Control Workstation (LCW) with the wayside equipment without train movement. These tests
will be done under the supervision of the customer
 We verify status of each objects by checking its variable using maintenance terminals in all
possible conditions.


Manila MRT-L3 (CITYflo 350 (CBI): STO Metro system, Non CBTC, Fixed Block )

Computer Based Interlocking (CBI) system has been used

CBI system consists of CIS, which includes EBILock950, a computer system which is the brain of system
and OCS950, which send command and receive the status of wayside objects

 Signalling system has been designed for 120s headway

 Depot area is not equipped with any signalling system.
 Speed limit is 65km/h except for TAFT avenue where PSR is applied and speed is 25km/h
 The EDSA MRT 3 system will be a conventional LRT line operating in Manila between North
Avenue and Taft Avenue.
 The route of approx. 16,8 km
 There are 13 passenger stations along the alignment including the two terminals at North
Avenue and Taft Avenue.
 Manually operated point machines are provided at Cubao and Buendia Stations to provide a
means to transfer trains from north to south-bound tracks and vice versa, for maintenance
purposes. The system from North Avenue to Taft Avenue is fully signalled using the Adtranz
computer based Interlocking with implemented automatic train protection ATP.
 The signalling system provides the full supervision of the trains in the normal direction of
operation.
 At North Avenue station a Traffic Control Centre will be located at the Central Control room.
From this room, traffic dispatchers will have a total overview and control of the whole line traffic
by the Central Control System (ref. chapter: Traffic Control Centre).
 A depot to allow stabling and repair workshop facilities is provided adjacent to the North
Avenue Station.
 The signalling system extends to the arrival and departure part of the transfer tracks, but the
depot is not signalled. All train movements in the depot are under the control of the Yardmaster
and use manually operated point machines with hand signals.
 The operation by 4 car trains at ultimate 120 sec. headways is then foreseen.
 GBC Indonesia (Interflo 150, CBTC Moving Block)
Interflo150 is basically Communication Based Train Control (CBTC) system with moving block technology
which provide safety through Automatic Train Protection (ATP) and driverless train management
through Automatic Train Operation (ATO)
Malaysia CityFlo 650: Automated (DTO/UTO) CBTC moving block system

Communications-Based Train Control (CBTC)

It is a railway signalling system that makes use of the telecommunications between the train and

track equipment for traffic management and infrastructure control. Radio communication with the
train is via a packet-switched Radio System via Wireless Local area network.

Radio Block Center (RBC). This function handles the position reports from vehicle and send
movement authority for locked train routes.

MRT Metro Rail Transit

RCS Rail Control System
CBTC Communications-Based Train Control 
CBI Computer Based Interlocking
RFI Request for inspection
OIL Outstanding item list
ATC Automatic Train Control
ATS Automatic Train supervision
ATO Automatic train operation
DCS Distributed communication system
DTS Data Transmission System
FRACAS Failure reporting and corrective action system report
S&TCS Signalling and Train Control System
ILK Interlocking
PLC Programmable Logic controller
RCS Radio communication system
SOP Standard Operating Procedure
TCS Train control system
LC
ILS Interlocking Site Software
TCC Train Control Center
OCS Object Controller system
AOS Automatic Train Protection Onboard System
ATP Automatic Train Protection
ATO Automatic Train operation
TIMS Train Integrity Management System
CTC Centralized Traffic Control Center
MA Movement authority
SIL Safety Integrity Level
API Application Programming Interface
CCU Communication Controller Unit
VCS Vital computer System
IP Internet Protocol
TCP Transmission Control Protocol
KVM Keyboard Video Mouse
LRT Light Rail Transit
LRV Light Rail Vehicle
OCC Operation control centre
OCS Object controller System
VCC Vehicle control centre
STC Station Controller
VOBC Vehicle Onboard Controller
RAP Radio Access Point
SAT System acceptance test
RATP Region ATP
RATO Region ATO
VATC Vehicle ATC
System integration field test report vehicle automatic train control system map verification

This test is part of SAT, and it’s performed to check the Data Test Functionality for depot
interoperability.

This test will verify that RATP properly processes the wayside conflict points to VATC. It will also verify
and validate the design Map Data.

The purpose of this report is to document the completion of System Acceptance Test (SAT) for System
Integration Field Test Vehicle Automatic Train Control System Map Verification

Automatic train control (ATC) radio system acceptance field test report

This test has been done to all locations to verify that communication is provided by the ATC Radio
System in all required locations. This pure also includes the RAP radio checking procedure for detecting
failed radio units.

The purpose of this test is to verify that the communications link between the wayside and train-borne
equipment provides a level of successful message exchange (Packet Success) to support automatic train
operation.

This procedure also demonstrates proper functionality and configuration of the Networked Radio Data

Transmission System (NR-DTS).

This test procedure is part of System Acceptance Test.

Requests for inspection or Testing (RFI) and outstanding item list (O.I.L) report of the project.

RFI supposed to be generated by site team for every location before to visit site. Later when work is
completed RFI must be closed.

Then at each specific site there are multiple test or tasks are ongoing. For each task a separate O.I.L list
was generated. After completion of work O.I.L must be closed.
Failure reporting and corrective action system (FRACAS) report

Data test – system integration field test report (S&TCS)

The purpose of this report is to demonstrate results of the Data Test for ATC Regions and to verify Line
depot interoperability– System Integration Field Test.